Hoist contbol



April 1 2, 1927.

W. J. LILLY ET AL HOIST common Filed Oct 9. 1952 4 Sheets-Sheet 1 ATTORNE YS a I I Aprll w.' LILLY ET AL HOIST CONTROL I INVENTORS Y "fillZ 4 Sheets-Sheet 2 Filed Oct. 9, 1922 and 52 ATTORNEYS April 12, 1927.1,624,260

- v w. J. LILLY ET AL HOIST CONTROL Filed Oct. 9, 1922 4 Sheets-sheaf. s

. 2s 69 95 A I 152 12? v O15 "61 l I a; 5 10 I "2 y 11 A h o 05 I 1 \t/BY 11112 0 200 ATTORNEYS Ap 1 1927' w. J. LILLY ET HOIST CONTROL FiledOct. 9. 1922 4 Sheets-Sheet 4 I NVENTORS WJL,

ZZZ and A TTORNE YS Patented Apr. 12, 1927.

l lllll lilld ill/"ILLIAM Jl'. LILLY, OF ".EihCflIVUt, WASHINGTON, AND'JEI'EITBY. H. LOGAN, 0F CHICAGO, ILLINOIS.

i-rorsr contract.

Application filed Uctober 9, W295.

Our invention relates to controls in hoisting engines and mine hoistmechanisms associated therewith, such as a hoisting drum for receivingthe hoist cables, a hoisting engine, a brake engine for applying brakesto the hoist drum, and an electrical signal mechanism for indicating theposition of the various instrumentalities of the controller.

An object of our invention is to provide a hoisting engine control whichautomatically shuts off the hoisting engine power and applies the brakemechanism when the skip or cage in the shaft exceeds a predeterminedspeed at either of its limits of travel, provided the engineer does notperform this operation at the proper time. It may be well to state atthe present time that our improved controlling mechanism is notilltended to replace the engineer, and manual control of the skip orcage, except at such times when the engineer is incapacitated or failsto operate the hoist within safe limits. It is not uncommon in the artto find the engineer or operator in charge of the mechanismincapacitated through accident or even death while on duty, in whichevent serious accidents might befall occupants of the cage or skip or tothe hoisting mechanism and persons about the mechanism.

A further object of our invention is to provide a hoisting enginecontrol in which means is provided for first giving an audible signal tothe engineer if the skip or cage exreeds the speed consistent withsafety, and if the engineer failsto properly reduce the speed, to'open aswitch, which will shut off the hoisting engine and apply the brakemechanism.

A further object of our invention is to provide] a hoisting mechanism inwhich an audible alarm is given just prior to the cageor skip reachingits limits of travel, so that the engineer. may know in advance that thehoisting engine must be stopped, and the brakes applied.

A further object of our invention is to provide a hoisting mechanism inwhich meansis provided for setting the brakes for the hoisting drumgradually, if the cage or skip is at points intermediate its full lengthof travel, and for causing the relati ely quick application of thebrakes if the Serial No. 593,456.

cage or skip isadjacent to either of its limits of travel.

A. further object of our invention is to provide a hoisting enginecontrol which may be manually manipulated for maintaining a speedconsistent with the safety of men when riding in the skip or cage, orwhich may be operated to maintain a speeot unsafe for men but proper forthe hoisting of coal or ore. Means is provided with this equipment whichWe choose to call a mansafety equipment for visibly indicating to men atthe various landings of the shaft and its limits of travel that theman-safety mechanism is in operative position. It is thereforeimprobable that men would step into the cage knowing that the man-safetymechanism is not in operation.

A further object of our invention is to provide a hoisting enginecontrol which has means for adjusting the control mechanism by rotatingthe entire cam supporting dials forming a part thereof, upon theirsupport, thereby compensating for any variation in the length of thehoist cables, as by changes in temperature. (A cable stretches rapidlywhen first put on, but gradually less as it is used.)

A further object of our invention is to provide a hoisting enginecontrol in which means is provided for permitting the rapid movement ofthe skip or cage when adjacent to one of its limits of travel but movingin a reverse direction. We have heretofore stated that our controldevice prevents ex cessive speed of the skip or cage toward its limitsof travel, but this; is only when the skip or cage is moving in thedirection of its limit of travel. In order that no time may be lost inaccelerating a skip filled with ore when starting the trip, it isimportant that the skip move as quickly as desired, and

to this end we have devised an acceleratstopping the cage at the manlanding and not the rock landing, which is usually at a point higherthan the man landin A. further object of our invention is to panyingdrawings, forming 'part of this ap plication, in which- Figure 1 is aside elevation of an embodiment of our invention, a portion thereofbeing'broken away, and the, switch cover removed,

Figure 2 is a fragmentary view of a portion of the mechanism illustratedin Figure 1,

FigureZ is a fragmentary view of a part of the mechanism illustrated inFigure 2, as when the governor is expanded,

Figure f is an end elevation of the mechanism illustrated in Figure 1 ona reduced scale,

Figure 5 is a fragmentary front elevation of the mechanism illustratedin Figure 1,

Figure 6 is' a diagrammatic View showing the electrical circuit employedfor the mansa fety mechanism,

Figure 7 is a diagrammatic view of an electrical circuit employed forthe acceleration mechanism,

Figure 8 is an end elevation of a brake actuating mechanism, operated byour improved controlling device,

Figure 9 is a side elevation of the mecha nism illustrated in Figure 8,with a part added thereto,

Figure 10 is a side elevation of the mechanism for controlling the speedof the actution of the brake actuating mechanism, and

Figure 11 is a view of a modified form of a part of the mechanism ofFigure 10.

In carrying out our invention we make use of a frame 1, forming a standupon which the various instrumentalities of our control ler are mounted,Ordinarily our controlling mechanism is fixed with the base 1 upon apedestal so that the controlling mechanism is sufficiently clear of thefloor so as to enable the engineer to have access to the various partsthereof readily, and so that the presence of obstruct-ions on the floormay not hinder proper functioning of the mechanism.

A shaft 2 is rotatably mounted upon the frame 1 and is arranged forconnection by some positive driving mechanism with a hoist drum forwhich the controller is provided. Ordinarily gears disposed upon theshaft 2 and upon an adjacent counter shaft which is connected with thedrum form adequate positive connection although sprocket and chainmechanisms as well as the use of bevel gears and drive shafts areefficient. A second shaft 3 is rotatably mounted in parallel relationwith the shaft 2, and a gear 4: is carried by the shaft 3, which is inmesh with a gear 5 carried by the shaft 2. The gears l and 5 formreduction gears, whereby the rotation of the shaft 3 will be slower thanthe shaft 2. A worm 6 is carried by the shaft 3 and is in mesh with aworm gear 7, carried by a shaft 8, disposed transversely to the shaft 8.A pair of cam supporting dials 9 and 10 is rotatably mounted upon theshaft 8, one on each side of the base. portion 1, and of the worm gear7. Assuming that there are two ropes used on the hoisting drum, one ropewinding on one end as the other rope unwinds from the opposite end, thenone dial will protect the approach of rope #1 at the top, and the rope#2 at the bottom, while the other dial will protect the approach of rope#2 at the top and rope at the bottom.

Driving engagement between the shaft 8 and the dials 9 and 10 isprovided in two gears 11 keyed to the shaft 8, andv internal gears 12forming a part of spiders 13 upon which the dials 9 and 10 are mounted,and pinions 14: in mesh with the gears 11 and with the internal gears12. In Figure 4; of the drawing, each of the spiders 13 may be seen, thespider associated with the dial 10 being partially in section to exposethe {rear 11 associated therewith, and the pin 1% as: well as theinternal gear portion 1), which latter members may also be seen inFigure 1. Inasmuch as the gearill, the pin 14., th spiders 13 and theinternal gear portion 15 associated with the dial 9 are identical instructure to that associated with the dial '14", these members have notbeen shown in so tion in Figure 4 for the purpose of simplit ity. Thisgear train as in the case of a gear train 6+5 is a reduction gear train.so that the ultimate movement of the dials f and 10 is relatively slowas compared to the rotation of the shaft 2.

The dials 9 and 10 are fixed to their respective spiders 13 by means offoru' binding bolts 15 which when loosened permit the advancing orretarding of the dials 9 and 10 upon their respective spiders 13. Thisstructru'e is for the purpose of adjustin h mechanism for variationswhich may occur in the length of the cables, that is. the cables usedfor supporting the ship or cage in the shaft, particularly in theinstallation of a deep mine hoist.

A governor for operating the speed actuating mechanism of our improvedcontroller is carried by a vertically extending tubuure 5.

(ill

eeaeeo lar shaft 16 rotatably supported at the up per end of the frame1.

A bevel gear 17 is carried at the lower end of the shaft 16 and is inmesh with a bevel gear 18 disposed upon one end of a horizontallymounted shaft 19. lChe shaft 19 is provided with a gear 20 at its outerend which gear is in. mesh with a gear 21 carried by the shaft 2, sothat the governor which is shown at 22 may be directly connected withthe shaft 2, and thence with the hoistlug drum. A. push rod 23 arrangedto'be moved downwardly as the fly balls 2% of the governor are elevated,has disposed adjacent the lowermost end thereof a collar 55! Abifurcated lever 26 pivotally mounted at 27 of the frame 1, has itsbifurcated portion in engagement with the under side of the collar 25,whereby downward movement of the push rod 23 will occasion a rocking ofthe lever 26 upon its support 27.

an adjustable weight 28 connected with the lever 26 through a connectinglink and an arm 30 is provided for opposing the ele ration of the outerend 31 of the lever 26, and then the elevation of the fly balls 24;.

A dashpot 32 having its piston 33 con.- nected to the lever 26 by meansof p t an 134; provided for maintaining steady in vement of the lever 26and thereby preventing; unintentional fluctuations of the lever.

An over-speed switch arranged for oper ation by the governor 22 isprovided and consists in a pair of stationary switch members mountedupon an insulating panel- 36. (see Figure 2). It should be noted thatwhile but one of the switch members is visible in the side elevationshown in Figure 2, the relative positions of these switch members 35 isclearly shown in Fig- A switch i'e'ien'iher 37 carried by insulatingblock 38 and arranged to he moved into engagement with the switchmembers 35 so as to form an electrical connection between the membersmenu" 1 upon an L-shaped switch lever 39, pivotallv supported at 40within a switch housii part of which is shown at and which is supportedupon the frame 1. A tension spring 42 is provided for the purpose ofnornlally holding the lever 39 in such a position as to cause the switchmember 53. to engage and contact with the switch mem bers This switch3537-35 we shall hereinafter refer to as the over-speed switcln and isone oi three switches employed for the purpose of stopping the hoistingengine and applying the brake mechanism to the hoist drum if the hoistdrum. ,eeds the speed for which the controller is set or it. the hoistdrum permits the cable to move beyond either of its normal limits ottravel, the latter two switches being for the purpose of preventing overtravel of the ship or case. lhese three sets of switches. one of whichhas just been described, are preferably connected in series in thecircuit for controlling the hoisting BliglIlB.

An over-speed alarm switch for the pun pose of closing circuit n whichan electric bell is a part, for ad the en ineer that the speed of thehoist drum is approach-- ing a speed inconsistent with safety providedin a contact member 43 carried by the substantially horizontal portionof the L-shaped member 39. A co tact member carried by lever 46. i 1will the contact member 1-? i -ovided mnconipleting the over-speed alarmswitch. The lever 4-6 has its fulcrum at 88. This fulcrum 88 is floatingin nature, and the particular construction thereof will be hereinafterde scribed. The rearward end of the lever 4:6 is connected at l? to anintermediate point of a floating lever 4:53, one end of which connectswith a linl: 49, the opposite end of the linlr l?) being pivotallyconnected. at to the forward end. 31 of the lever at that point wherethe pitlnan 3 1 engages the lever 26. lTrom inspection of FlI11TS 2 and3 it will be seen that downward movement of the push rod 23 as byexpansion of the governor will place the levers Bil and 46 in theposition shown in Figure assuming for the moment that the point 69 isstationary, thereupon causing the contact member 15 to engage with thecontact member a3 and close the circuit therebetween and also to forcethe lever 39 in such a position as to disengage the switch member 37from the switch members thereby opening the over-speed switch 35-37 Thisis precisely what occurs when the speed. of the hoist drum exceeds thespeed consistent with safety. and is determinable by adjustment of thevarious instrumentalities of the govcrnoiz including the adjustment ofthe weight 28.

lln order that the over-speed alarm bell heretofore n'ientioned mayoperate before the over-speed switch opens. so as to permit the engineerto have time to manually actuate the hoist control so as to lessen thespeed, we have constructed the contact member so that it may slide uponits axis for a distance of sub nlally on thirtv-second to one-siy-fourth of an inch. and have provided a spring 51 for normally holdingthe co .tact inen'iber (5 at that end of its axial travel adjacent tothe contact member 43. The strength of the spring 51 must necessarily beless than the force e7;- erted by the spring 412 so that when the lever46 is moved downwardly into the position shown in Figure 3, the contactmembers 4:? will first onstage. thcrelrw ceusi the over-speed alarm bellto ring. llurther movement of the lever 46 will not cause in in'nnediatemovement of the lever 30. since the spring n1. will give, permitting themovelid gar-dies; o

ment of the contact member 4-5 to the opposite end of its eiial' travelbci'orc n'iovemei'it ting engine of the lever in'ipartcd to the Meansforshutting oil the hols and applying the brake mechanism when the ship orcage has reached its end of travel re- :avitch housing, part of which isindicated at 41. Switch me ibers 5% for electrically conncctingr thecontact members 52 and 53 are carried by an insulating; block 55,pivotally mounted on lm-shapod lever: 56 within the switch housing.These levers 56 are pivotally supported at and are connected by means ofconnectingre 58 or hell cranks 59 having rollers (30 at the outermostend oi? their longer arms. Thee rollers (3-8 are arranged to engage withfinal switch cams 61 carried by the adjacent dials 9 and 10. in Figure lwe have shown the cams in proper relation on the right-hand side of themachine, but for the sake of simplicity, the cams have been omittel fron the left dial or dial 9. When the cam 61 enga, with the roller 60, thecrank arm 59 will be raised, thereby raising the lever 56 and causingthe switch member to move out of engagement with the contact members 5:2and 53, thereby opening the switch, which will perform the same functionthe opening of the switch Means for compelling reduction in speed of thehoist drum as the skip or cage approaches its ends of travel is providedin a retarding mechanism By egos associated with the switch 35-87-3o.compelling reduction in the speed, we mean that if the engineer fails toreduce the speed of the hoist drum as the ship or cure approaches itsend 01" travel that the hoist engine will be shut oil and the brakesapplied through the opening of the switch 35-Z7- 85. If the engineerdocs heed an audible signal, the nature of which will be hereinafterdescribed, and reduces the speed at the end of travel, then theretardation mocha nism will follow the engineers movements until thefinal stop has been br right about. This retardation mechanism consistsin a bifurcated retardation lever 63, pivotall supported upon the frame1 and having 011- ers 65 upon each the l'ilflllfililiQCl p rtionsthereof. The rollers 65 are in registration with the peripheral edgesor" the dials 9 an d 10, so that retardation cams 66 carried by thedials 9 and 10 with the rollers 65 as the dials are moved, and occasionthe pivotal movement of the lever 63 upon their axis 64. As the lever 63is actuoeeeeo ated, as by means of the cam (56, it will assume theposition shown in dotted lines in Figure 2. A push rod 67 is pivot-allyconnected at 68 to the lever (33 and at its uppermost end at 69, to oneend of the floating lever so that clemtion oi the push rod 67 to theposition shown in dotted lines will occasion a downward movement of thelever do, (see dotted lines in Figure 2). It is apparent that when thepush rod 67 is in the position shown in dotted lines in Figure Q'thatthe less expansion of th governor 22 is required than normally, to openthe switch 35-37 tiierefore our improved control coinpclls a reductionin the speed of the hoist drum at its ends of travel.

lt will be noted from inspection of Figure lthat the retardation cam 66has an inncd approach TO so that initial movement of the lever 63 isgradual.

We have heretofore shown that our improved controller compells reductionin the speed of the hoist drum as the ship or cage approaches the endsof travel. This piccautiimary feature one oi. the utmost imand must beemployed in the suciu operation of the hoist within the its of safety.It is sometimes necessary and essential to ellicient operation, however,

that the ship or cage may move away from its limits of ravel whenadprccnt to that limit unretarded by the retardation mechan described.This is particularly important where ore or coal is to be hoisted andthe days output of work dependent entirely upon the speed at which thehoist is to be operated.

lllechanism for permitting); the movement of the ship or cage away fromits ends of travel normal or full speed, vet eillectivcly preventing; mvemcut of the ship or cage toward its end of travel at normal speed isembodied in an acceleration circuit including; a solenoid 73 mountedwithin the switch housing; and havinga core 7% which may he moved intoengagement with the open body 75 of the solenoid, (see Figure 2) orwhich may drop to a position below the solenoid 73 as shown in Figure 1when the solenoid is deeuere ized. The inovahlc core Tel. oi? thesolenoid is provided with a plunger 74; and a dasbpot M" for the purposeof maintaining; a steadvmovement in the descent or ascent of thesolenoid core. A lever is pivctally mounted at 91 at a short distancetrom the body T5 of the solenoid 73. This lever 80 is pivotallvconnected by a link 82 to the pivotal connection (38 of the push rod 67and the retardation lever 6?). A link 83 and a floatin t lever 84pivotallv connected with one another form a mechanical connectionbetween the core T l and the lever 80. lt will be noted that the lever80 is formed in the shape or a bell crank and that the portion 85thereof, to which the link 84 is connected, is the shorter arm of thebell crank.

A push rod 86 is supported at its lower end upon the link 84 adjacent toits connec tion with the bell crank lever 80. The upper end of the push10d 86 is disposed in a socket 8'? which is attached at 88 to the lever46 intermediate the length of this lever. A link 89 is employed forconnecting the fixed shaft 40 upon which the switch lever 39 is mountedwith the pivotal connection 88.

The purpose of the link 89 is to provide a pivotal mounting for theentire assembly, consisting of the member 46 and the members 48, 49 and31, which are lifted by movement of the rod 68 upwardly upon actuationof the cam lever 63, and also to permit movement of this assembly whenthe solenoid core chops and permits the rod 86 to fall. The switch 3738is actuated, i. e., opened, upon engagement of the contact member 45with the member 43 when the spring 51 has yielded so as to cause themember 39 to move upon its pivotal support 40 against the action of thespring 42 so as to carry the member 38 out of engagement with themembers 37.

A stem is arranged to extend upwardly from the pivotal connection 88 andto a point enteriorly of the switch casing. This stem 90 carries anadjustable weight 91 thereupon for the purpose of bearing down upon thelever 46 so as to assure a firm contact of the contact members 43 and 45of the overspeed alarm switch heretofore described.

When the core 74 of the solenoid 73 is elevated to the position shown infull lines of FigureQ, the push rod 86 will likewise be elevated so asto cause the lever 46 to rise slightly at the portion embodying apivotal connection 88, thereby raising the fulcrum of the lever 46 andmaking it necessary to movethe lever 46 a greater distance in order tocause contact of the over-speed alarm contact members 43 and 45.

V hen the core 74 is in the position shown in dotted lines, which is thenormal position of the core, the fulcrum 88 of the lever 46 is in itsnormal position, and engagement of the overspeed alarm switch contactmemher will be effected by a lesser movement of the lever 46.

It is well to note at the present time that the purpose of anaccelerating solenoid 73 and its association with the lever 46 is merelyto overcome the effect of the operation of the retardation mechanismwhen the cage or skip is moved in a reverse direction. An inspection ofFigure 2 will show that when the retardation lever 63 assumes theposition shown in dotted lines, as by virtue of the retardation cam 66engaging therewith, that the link 82 will cause elevation of the bellcrank lever 80 so as to slightly raise the pivotal. connection betweenthe link 84 and the bell crank 80. While the mechanism is in thisposition, the elevation of the core 74 to the position shown in fulllines will cause a considerable change in an upward. direction of thefulcrum 88 of the lever 46.

The circuit employed for operating the solenoid 73 in conjunction withthe accelerating mechanism involves a pair of switches 92, 93, 92, 94,95, 94, mounted within the switch housing, 1 in registration with eachof the dials 9 and 10. The movable elements 9395 of the switches arepivotally mounted upon axes 96 and are each provided with a radiallyextending arm 97 bearing a roller 98 at the outermost end thereof, whichroller is in registration with an accelerating cam 99 carried upon thedial associated with the switch of which the ad jacent arm 97 is a part.In Figure 1 we have shown the cam 99 just about to engage ith the roller98 of the switch 9495-94. Engagement of the cam 99 with the roller 98will cause the movable switch element to be elevated and engaged withthe switch members 94 so as to close that switch. In Figure 7 thecircuit embodying this accelerating mechanism includes a solenoid 73,the accelerating switches herein described, and a pair of switches 100and 101. These switches 100 and 101 are arranged by any suitablemechanical means in such a manner as to alternately open and close whenthe reverse lever at the engineers platform is actuated, i. e., when thehoisting engine is driving the hoist drum in one direction, one of theswitches is closed, the opposite switch being closed when the hoist drumis being driven in the opposite direction, the remaining switch at alltimes being open, so that actuation of tee accelerating switchassociated with the closed switch 101 or 100 may not occasionenergization of the solenoid 75 by virtue of the electric current fromthe service line 102, and affect the controlling mechanism in the mannerheretofore set forth.

Means for maintaining a speed consistent with the safety of men isprovided in mechanism forming a part of our controller which we chooseto call the man-safety mechanism. This mechanism performs two importantfunctions, first, that of effecting a change in the position of thedials 9 and 10 and their drive shaft 8 so that the skip or cage may bebrought to a stop at the man landing, which is below the rock landing,and which will so affect the governor control over-speed switch 353735as to cause that switch to open at a lower speed of the hoist drum thanwhen the device is in use for the control of the skip or cage when menare not riding, so that the speed of the skip may not rise above thatdegree safe for the handling of men. This mechanism consists in a lever105 upon which the.

pinion 14 is mounted. This lever 105 is plyotallymounted concentric withthe shaft 8,'which carries the gears 11. There is one lever 105 for eachdial 9 and 10. Slotted portions 106 of the lever 105 through which stoppins 107 are projectedserve as a means for limiting the movement of thelever 105 upon itsaxisfi. It. will be manifest that any oscillatorymovement of the lever 105 tuationby the engineer. These rods 108 arepivotally connected at 109 to a cam 110 whichisin turnpivoiallysupported at 111 upon the frame 1. The cam 110 is connected a link 112to the' lever so that elevatipn of the connecting rod 108 andconsequently elevation of the cam will occasion the advance of the dial'9 or 10 associated with the lev'er105. hen the cam 110 is elevated "itwill engage with one fork of abi'furcated member'113, thereby elevating;the push rod 67 in precisely the same manner as when the retardation cam63 is in operation, butto a slighter degree. This elevationfof the pushrod 67 will so alter the ,mechanical connection'of the governor 22 andthe over-speed s1 op switch 35 3735 that the switch will open when thehoist drum traveling at a lesser speed than is normally. attained forraising rock. In Figure .6 is. shown an electricalsignal system which isused in conjunction with the main safety mechanism. This system embodiesincandescent lamps115 at the top and bottom of the: mine shaft, and alamp 116 in the engineers room for the protection of c agefcarried onerope, and lamps 117 at-thje; top and; bottem vof the shaft, and a iamp 118- in. the engineers room for the ,age carred by the, other rope.Electric switches r actuating the lamps in this signalcircuit consist of,four stationary switch members 119 and a pairof movable switch members1 20 associated with one of the earns 1.10: .byfmeans of. a link 121having a floating ,c'onnectionat 1 2 2 with a pivotally mountedswitchflever 123 upon whichthe movable :switeh nemhers are supported. When shame 1Q5fisociated withfthe dial 10 is actuatedflby its assoeiatemember 110 being T elevated, thenl the movable switch members 120thlowered into engagement with the stationary switch members 119,energizing the la ips 115 and 116 by virtue of a current source 125.

A switch identical in construction with the switch 119-120119 isdisposed on the opposite side of the switch casing and consists instationary members 126 and movable members 127, arranged to actuate whenthe lever 105, associated with the dial 9, is actuated. This switch isfor the purpose of energizing the lamps 117 and 118 by virtue of thecurrent source so that miners and the engineer may be visibly informedthat the man safety equipment is in operation and effective for thecages carried by one rope.

The mechanism for giving audible warning to the engineer that the skipor cage is approaching either of its ends of travel, and which actuatesjust prior to the engagement of the retardation cam 66 with itsassociate roller 65 is provided in a bell 1.28 supported at 129 upon theframe 1 of the device. The bell 128 has a clapper 130 carried upon aspring arm 131 which is arranged to extend radially from a shaft- 132.This shaft 132 is rotatably supported in bearings 133 and overlies theperipheral. edge of each of the dials 9 and 10.

The dials 9 and 10 are each provided with an alarm cam 134: which cam isarranged to engage with a cam 135 supported upon the shaft 132 in such amanner as to cause rotay tion of the shaft 132 and movement of theclapper 130 away from the bell 128 against the force of the tensionspring 136. When the cam 13 1 moves out of engagement with the cam 135,the spring 136 will cause quick movement of the shaft 132 andconsequently the clapper 130 to its original position, thereby strikingthe bell 128 and giving audible notice to the engineer that the skip orcage is approaching its end of travel, whereupon the engineer mayactuate the hoisting engine to reduce the speed of the engine and toultimately apply the brakes, when the hoisting engine has been shut00''.

As heretofore stated, the engineer may so actuate the hoisting engineand the brake mechanism as to relieve the safety device of itsmechanical functions. It is intended that this shall be the case as ourcontrolling mechanism is for the purpose of doing what the engineer maythrough inadvertence or disability fail to do, and are therefore for thepurpose of averting serious accidents, and damage to both property andlife, which occurrences are not altogether uncommon in the art whereordinary control mechanism is employed.

In Figures 8, 9, and 10 we have shown one embodiment of a brakeactuating mechanism which may be used with our improved hoisting enginecontrol. This is shown for the purpose of thoroughly establishing theneeaaeo relation of the various instrumentalities of the controller witha brake actuating mecha nism. A shaft 150 is supported upon a beaningmember 151, and carr es an arm 15?, radially e tendii L therefrom, uponwhich a heavy weight it-5 is fixed. A relatively short arm 15 1-, alsocarii shaft 150, is arranged for connectron l any mcchanical means, suchas a connecth rod to the throttle mechanism of t e hoist engine. Thismay be the ordinary c of throttle or any well known control no. Janis iactuated by the longitudinal lllOVLlllQlle of such a connecting memberas the conn cting rod 155, which will move when the weight 153 ispermitted to fall.

Means for normally locking the weight 153 men elevated position (seeliligure 8) consists in a pair of magnet coils 156., car-- ried by thesupport 1531. its. arn'iatiu'e is provided at one end of a lever 158which in turn is pivotally mounted to a projection 159 of the support151. A latch member 1160, which is arranged to engage with the weight153 at 161 is pivotally mounted at 162 upon the member 151. This latchmember 160 is connected by means of link 163 to alever 16% which in turnis connected by means of a link 165 to the lever 156.

As long as the magnet coils 156 are energized, the latch member 160 willlock the member 153 against descent by virtue of its weight, but whenthe magnet coils 156 are deenergized, the member 15? will be free tomove away therefrom, which will permit the latch member 160 to be movedupon its pivotal support 162, and thereupon permit the weight 153 todrop and operate the throttle mechanism heretofore described, to shut edthe hoist engine.

The magnet coils 156 are disposed in that circuit which has beenheretofore d scribed and which includes the final stop switches 50 and51 and the over-speed switch 353735. Tf either of these switches isopen, the magnet coils 1:36 will be deenergized, thus causing thethrottle closing mechanism to be applied. The hoisting cn' gine willthen be shut Off.

The meohanis n heretofore referred to for gradually applying the brakesor suddenly applying the brakes, depending upon the position of the skipor in the mine shaft, and directly dependent upon the engagement of theretardation cams 66 with their associated rollers 65 is provided in ananvil 16? having a wedge-shaped member 168 slidably mounted thereupon.bell crank 169 is connected. at one end with the member 168 and at theopposite end li/"O to link 1711, the upper end of which is pivotallyconnected to the retardation lever 63. This arrangement interposes thethinnest part of the wedgeshaped lever 168 between the anvil. 167 and anadjustable striker 172 carried by an arm 1Y3 which is loose on the shaft150 when one of the retardation cams 66 is in full engagement with itsassociate roller 5, thereby limiting the downward movement of the arm1T3. ll hen the retardation cams 66 are not in engagement with thei'UllPilf 65 the heat portion of the wedge shaped member 168 isinterposed between the a. ,p er 112 and the anvil 167. In this n'ianner,the full movement of the weight 153 may be exerted upon the brakingmechanism when the skip or cage is close to its end of travel andthereby apply the brakes quickly. l i hen the skip or cage is at pointsintermediate its ends of travel and not close to either of the limitlandings, the brake mechanism will be applied gradually.

lln Figure 11 we have shown the modified form of the graduated stopmember 168. This form is connected directly with the connecting link17]. and has an arcuate surface 1% upon which the striker 172 must fall.The graduated stop member is generally lndicatcd at 176.

A link 1'2'7, connected at 178 to the rm 173, ha a floating connectionat 179 with a valve control lever 180, which is employed for the purposeof operating the brake engine. It will be noted that by an actuation ofthe throttle mechanism the brake engine actuated. This valve control arm180 is also connected by a link 181 to a suitable control disposed atthe engineer"s platform so that the engineer may manually control thebrake engine regardless of the fact that the weight 153 is elevated. Ifthe weight 153, however is lowered, the engineer m y not again releasethe brake mechanism u. the weight has been elevated.

From the foregoing description of the "Ev rious parts of the device theoperation there of may be readily understood. Let us as sume that ourimproved safety control device for hoisting engines has been properlyinstallcc and hat the cams 61-66. 9:). and 134; are properly adjustedupon their respect've dials 9 and 10. This is done by moving the camsalong the periphery of the dials and tightening the adjusting bolts 140which also serve to secure the cams to the dials 9 and 10. Let us assumethat the man-safety le s 105 are in the position shown in Figure 2, andtherefore the con trol is adjusted for use at its greatest speed. i. e.rock speed. The skip or cage. accord inc; to the illustration in Figure1 just approaching its upper limit of trave Con tinned movement of thehoisting drum will occasion further movement of the dial 10 in aclockwise direction, thereby causing the cam 13% to actuate the bellclapper 131) in the manner heretofore described. The engineer at thistime will have knowledge that the skip or cage is approaching its upperend of travel.

If the engineer properly manages the 'hoistin en 'ine and the brakemechanism to reduce the speed of the hoisting drum, and to finally applythe brakes, our i1nproved safety device will not perform any of itsvfunctions, but will at all times stand ready to l erform any of thesteps in the operation of the hoisting drum and engine that the engineerfails to perform. Let us assume that the engineer does not heed theaudible warning" and for some unforeseen reason fails to operate hiscontrol mechanism. As the hoist drum continues to rotate, theretardation cam 66 will engage with its adjacent roller 65, causing anelevation of the push rod This elevat m of the push rod 67 will begradual, and if the speed of the hoist drum is not reduced, the lever 46will move so that the contact members 4-3 and L5 touch, thereby givingan audible alarm that the speed of the hoist drum is too great forsafety at the limits of travel, and finally the switch '35 37-35 will beopened. Instantly upon the opening of this switch the magnet coils 156will be tie-energized and the member 153 will drop, rotating the shaft150, which will cause movement of the connecting rod 155 to cut off thepower, and at the same time allowing the arm 1T3 to drop to the step1653, thereby actuating the valve arm 180 by means ofthe rod 177, andcausing the brake engine to set the brakes. The application of thebrakes at this time will be relatively quick, since the retardation cam66 has caused the wedge-shaped stop member 168 to be moved with itsthinnest portion interposed between the anvil 167 and the adjustablestriker 172.

Let us assume now that the speed of the hoisting drum is not sutlioientto cause the over-speed switch 35-37-35 to open. In this event, thefinal stop cam 61 is engaged with the roller 60, supported upon the arm59, and will cause the limit or final stop switch 51 to be opened. Thisswitch 51 will also cause deenergization of the magnet coils 156. andthe hoisting engine, as well as the brakes, would be actuated to bringthe cage or skip to a stop.

Let us now assume thatthe engineer is in full control of the hoistingengine and the brake mechanism, and that the skip or cage is at itsuppermost limit of travel. It is highly desirable that sutlicientspeedbe maintained in lowering the skip or cage for another load, and sinceno harm may come to the machinery by a rapid movement of the skip orcage in a direction away from the end of travel, the accelerationmechanism and circuit heretotore described must be operated. This isdone, as reference to Figure 7 will show, by closing one of the switches100 or 101. These switches close when the engineer manually operates thelever which controls the direction of rotation of the hoisting drum. Letus assume that the operation of this lever has been accomplished andthat one of the switches 100 or 101 has been closed, i. e., that switchwhich is in series with the switch 94;9594l. A switch 200 is provided,and is so arranged that it will close when the throttle is opened afractional amount, and will remain closed as long as the throttle isopen that amount or more, but will open as soon as the throttle isclosed any amount beyond the point at which the switch closes. If itwere not for this switch, should the engineer throw the reverse to theopposite direction from that in which the drum is revolving, whennearing the end of travel, as he very often does, the acceleratingmechanism would function while approaching the end of travel, instead ofwhen going away, with the result that the allowable speed would be toogreat for safetv. Since the circuit must pass through the switch 200before being completed, it follows that if this switch is open, theaccelerating mechanism will not function. This means that if the reverseis thrown against the motion of the drum, and the throttle is openedsufiiciently to cause the accelerating feature to function, steam willalso be applied against the rotation of the hoist, and the safety devicewill not be called upon to function, as the power of the hoist will beapplied to stop rotation. If that power is not so applied, thecontroller will function as intended, regardless of the position of thereverse lever. This will cause the energizing of the solenoid 73 and theelevation of the core 74. As the core 74L is elevated, the push rod 86will be elevated and so raise the fulcrum 88 of the lever 46 as tocounteract the tendency of the retardation lever 63, which is at thistime in full engagement with the cam 66, to permit the skip or cage totravel away from the end of travel at sufficient speed. When the ship orcage has traveled a suiiicient distance to cause the retardation cam 66to be moved out of engagement with the roller 65, the acceleration cam99 will have moved out of engagement with the roller 98 associated withthe acceleration switch 9495-9 l. The control mechanism will now assumeits normal condition.

Let us assume that the skip or cage is between its limits of travel, butthat for some reason the speed of the hoisting drum is greater thanconsistent with safety. If this be true, actuation of the governor 22will occasion movement of the lever 46 so as to cause the alarm contactmembers 43 and 45 to touch and give audible alarm that the hoistingmechanism is traveling at an excessive or dangerous speed. If theengineer does not instantly correct this condition, and an increase ofspeed is attained, the switch lever 89 will move upon its pivotalsupport 40 so as to open the overea teed sieed switch ---3T--35 whichwill deenergize the magnet coils 150, and therefore cause the brakemechanism to be applied and the power for the hoisting mechanism to beshut off.

:Let us assume now that it is desirous to carry men in the cage or shipand that a speed consistent with the safety of men must be maintained.The engineer is in possession of two control members 108 for actuatingthe man safety mechanism. These control rods 108 are associated with twolever; 105, one for the dial 0, and one for the dial 10. lhe member 108which is to be actuated depends upon which cage the men are to travelin. Let us assume that men are to ride on the cage whose upward limitsof travel are controlled by dial l0 and in the present instance thatthey are being hoisted.

It does not matter whether the men are being hoisted or lowered, as faras the setting of the device is concerned, as the man-safety featuresimply limits the movement upward and down *ard, as well as the speed.Should the engineer start in the wrong direction when attempting tolower men, or fail to stop at the proper point to discharge men whenthey'are being hoisted, the device must function in precisely the samemanner. In this event, the member 108, (see Figure 2) should beelevated, thereby closing the switch 119-120119. This will operate thelamps 115 and 116 so that the men at the top and bottom of the shaft, aswell as the engineer may know that the man-safety mechanism for the cagein which men are riding is in operation. As the member 108 is elevated,the lever 105 will move in a clockwise direction, (see Fig. 2), therebycausing the dial 10 to advance upon its axis 8 so that the cams mountedupon the dial will become elfective at a point below the final limit oftravel, i. e., the man landing. Simultaneously with the elevation of themember 108, the

cam member 110 will engage with the bifurcated member 113 on the pushrod 67 and elevate one end of the floating lever 1-8, thereby raisingthe operative engaging point 4:7 of the lever 46. This position of thevarious elements will cause the closing of the alarm contact members 43and 45 at a relatively lower speed of the hoisting drum than that speednormally maintained for rock. Consequently, the over-speed switch 35-37-35 will operate at a lower speed than that speed employed for hoistingrock.

I claim:

1. A hoisting engine controller of the type described comprising a shaftarranged for synchronism with the hoist drum of a mine hoist, a dialcarried by said shaft, cams car ricd by said. dial adjacent theperipheral edge thereof, a rock arm, a roller carried by said rock armand arranged to be engaged by said cams, and a switch actuated by therock arm, said dial being arranged for adjustment on the shaft, wherebysaid switch may be actuated at various angu lar positions of the shaft.

A hoisting engine controller of the type employed for controlling abrake engine having an electrical controlling circuit which is used inconnection with a hoisting engine, comprising a shaft arranged forsynchronism with the hoist drum of the hoist engine, a spider carried bysaid shaft, a dial rotatably supported concentric with said spider, camscarried by said dial adjacent the peripheral edge thereof, acam-actuated switch arranged for actuation by said cams, and means forfixing said dial against rotation on said spider at will whereby therelative position of the spider on said dial may be varied.

3. it hoisting engine controller of the character described comprising adial having a cam thereupon, acam operated eleciric switch arranged foroperation by the cam on said dial when said dial is rotated, a shaft,arranged for .synchronism with the hoist drum of a mine hoist, andadjustable means associated with said shaft and with said dial foradjustably mounting said dial on said shaft in such a manner as topermitthe advancement or retardation of said dial upon the shaft.

A hoisting engine controller of the character described comprising adial having a cam thereupon, a cam operated electric switch arranged foroperation by the cam on said dial when said dial is rotated, a she ftarranged for synchronism with the hoist drum of a mine hoist, andadjustable means associated. with said shaft and with said dial fordjustably mounting said dial on said shaft in such a manner as to permitthe adwuicementor retardation of said dial upon the shaft, said meanscomprising a gear carried by said shaft, a spider mounted concentricwith said shaft, and having an internal gear, a pinion in mesh with saidinternal. gear, and with said gearon said shaft.

5. A hoisting engine controller of the character dcsodhed comprising adial hav a cam thereupon, a cam operated elect-ric switch arranged foroperation by the cam on said dial. when said dial is rotated, a shaft,arranged for synchronisn'rwith the hoist drum of a mine hoist, andadjustable means associated with said shaft and with said dial. foradjustably mounting said dial on said shaft in such a manner as topermit the ad *ancement or retardation of said dial upon the shaft, andother means associated with said first named means and manually actuatedfor effecting the advancement or retardation of said dial relative tosaid she t at will and from a point, remote from said controller. 7 y 77 r 6A hoist'ng engine controller of the character;described comprisinga cam op- -eratcd limit switch and an over-speed switch, a governor foroperatingsaid overs1 ed switch, a shaft arranged for sychronis i withthe hoist drum of a mine hoist, shaft being connected by means of a geartrain with said governor, a movable cam supporting member, a cam carriedby said men'iber arranged to actuate said cam operated switch when'nioved into engagc mcnt therewith, means associated with said shaft andwith said movable cam supporting member for moving said cam. supportingmember at a speed directly proportional to the speed of said shaft andconsequently said hoist drum and other means associated ,with said firstnamed means for varying at saidshaft being connected by means of a geartrain with said governor, a'dial concentric with said shaft, a camcarried by said member arranged to actuate said cam operated switch whenmoved into engagement therewith, means associated with said shaft andwith sai d'movable cam supporting member for moving said cam supportingmember vat a saeed directl Y aro ortion'al to the speed of said shaftand consequently said tardxthe engagementof said hoist drum, andothervmeans associated with said lirstnamedmeans for varyingat will therelativeposition of said movable mcm her and said shaft, thereby tohasten or recam with said canr operated switch. V

ii "hoisting engine cont-roller of the character described comprising acam operated limit switch and an over-speed switch, a governor foroperating said overspe cd switch, a shaftarrangedfor synchronism withthe ho st drum of'a nnne hoist, a gear tra n connecting said shaft withsaid 7 governor, a movable. cam supporting men1= her, a cam carried bysaid member arranged .to actnate said cam operated switch when movedinto engagement therewith, means associated with said shaft and withsaid movable cam supporting member fo'r mov- 1mg saidcansupportingmemberat a speed directly. g n'oportional to the speed of'said ishaftandjconsequently' said hoist erum,

other me for varylng at will the relative posiassociated with said firstnamed tion of said movable mcml'icr and said shaft,

tl-iereb-y to hasten or retard the engagement of said cam with said camoperated switch, a retardation cam carried by said cam supportingmember, and a cam operated means arranged for actuation by saidretardation cam as said. cam supporting member is moved, and associatedwith said governor and said over-speed switch for changing the relativepositions of the switch members of said over-speed switch, whereby saidoverspeed switch may be actuated with a rela tively less expansion ofsaid governor than normal.

9. A hoisting engine controller of the character described, comprising acam operated limit switch and an ovcr-speed switch, a governor foroperating said over-speed switch, a shaft arranged for synchronism withthe hoist drum of a mine hoist, a gear train connecting said shaft withsaid governor, a cam supporting dial mounted concentric with said shaft,a cam carried by said member arranged to actuate said cam operatedswitch when moved into engagement therewith, means associated with saidshaft and with said movable cam supporting member for moving said camsupporting member at a speed directly proportional to the speed of saidshaft and consequently said hoist drum, other means associated with saidfirst named means for varying at will the relative position of saidmovable member and said shaft, thereby to hasten or retard theengagement of said cam with said cam operated switch, a retardation camcarried by said cam supporting member, and a cam operated means arrangedfor actuation by said retardation cam as said cam supporting member ismoved, and associated with said governor and said over-speed switch forchanging the relative positions of the switch members of said over-speedswitch, whereby said over-speed switch may be actuated with a relativelyless expansion of said governor than normal.

10. In a hoistingengine controller of the character described comprisinga shaft ar 7 ranged for synchro-nism with a hoist drum of a mine hoist,a movable earn supporting member arranged to move when said shaft isrotated, a governor driven by said shaft,

an over-speed alarm switch associated with: said governor and arrangedto be closed when said governor expands beyond a predetern'rined degree,a retardation cam carried by said cam supporting member, means arrangedfor actuation by said retardation cam and associated with said governorand said switch for moving the cooperating switch members of said switchso as to cause said switch to actuate when said governor has-expanded toa degree less than normal, an acceleration cam carried by said camsupporting member and a cam operated accelerionlllf) ation switcharranged for actuation by said acceleration cam at substantially thesame time that said retardation cam is engaged with. said cam operatedmeans.

11. In a hoisting engine controller of the character describedcomprising a shaft arranged for synchronism with a hoist drum of aminehoist, a cam supporting dial arranged to move when said shaft isrotated, a governor driven by said shaft, an overspeed alarm switchassociated with said governor and arranged to be closed when saidgovernor expands beyond a predetermined degree, a retardation camcarried by said cam supporting dial, means arranged for actuation bysaid retardation cam and associated with said governor in said switchfor moving the cooperating switch members of said switch so as to causesaid switch to ac tuate when said governor has expanded to a degree lessthan normal, an acceleration switch arranged for actuation by saidaccelerat'ion cam at substantially the same time that said retardationcam is engaged with said cam operated means.

12. In a hoisting engine controller of the character describedcomprising a shaft arranged for synchronism with a hoist drum of a minehoist,a movable cam supporting member arranged to move when said shaftis rotated, a governor driven by said shaft, an over-speed alarm switchassociated with said governor and arranged to be closed when saidgovernor expands beyond a predetermined degree, a retardation cam car- 1ried by said cam supporting member, means arranged for actuation by saidretardation cam and associated withsaid governor in said switch formoving the cooperating switch members of said switch so as to cause saidswitch to actuate when said governor has expanded to a degree less thannormal, an acoele 'ation cam carried by said cam supporting member, acam operated accelera tion switch arranged for actuation by saidacceleration cam at substantially the same time that said retardationcam is engaged with said cam operated means, and electrically operatedmeans arranged for actuation by the closing of said acceleration switchwhen said hoist drum is moving in one direction for counteracting theinfluence of said retardation cam upon said over-speed alarm switch.

13. In a device of the character described, a governor, an over-speedalarm switch, means actuated by the expansion of said governor forclosing said switch, and electrically operated means associated withsaid first named means for moving the switch members of said switchapart from one another, thereby necessitating a greater normal expansionof said governor for the closing of said switch.

i i. In a hoisting engine controller of the character described, agovernor, a normally closed over-speed switch, a normally open alarmswitch having one contact member associated with the movable element ofsaid over-speed switch and the other contact arranged for movement,means associated with said governor and with said movable member of saidalarm switch for causing the alarm switch members to move intoengagement with one another, and upon fur ther movement of said movablealarm switch member to cause said over-speed switch to open.

In a hoisting engine controller of the type described, a shaft arrangedto be driven by and in synchronism with the hoist drum of a mine hoist,a movable cam supporting l'l'lGlHlJQI' arranged to move when said shaftis rotated, a governor driven by said shaft, an over-speed switchincluding a movable inen'ibcr associated with said governor and arrangedto be actuated when said governor expands beyond a predetermined degree,a retardation cam carried by said cam sup porting member, means arrangedfor actuation by said retardation cam and associated with said governorand said switch for influencing the movable element of said switch so asto cause said switch to actuate when said governor has expanded to adegree less than normal, an acceleration cam carried by said camsupporting member, and a cam operated acceleration switch arranged foractuation by said acceleration cam at substantially the same time thatsaid retardation cam is engaged with said cam operated means.

16. In a hoistin engine controller of the type described, a shaftarranged for synchronism with the hoist drum of a mine hoist, a camsupporting dial arranged to move when said shaft is rotated, a governordriven by said shaft, an over-speed switch including a movable memberassociated with said governor and arranged to be actuated when saidgovernor expands beyond a predetermined degree, a retardation camcarried by said cam supporting dial, means arranged for actuation bysaid retardation cam and associated with said governor and with saidswitch for influencing the movable element of said switch so as to causesaid switch to actuate when said governor has expanded to a degree lessthan normal, an acceleration cam carried by said cam supporting dial,and a cam operated acceleration switch arranged for actuation by saidacceleration cam at substantially the same time that said retardationcam is engaged with said cam operated means.

17. In a hoisting engine controller of the type described, a shaftarranged for connection and synchronism with a hoist drum, a movable camsi'ipporting member arranged to move when said shaft is rotated, agovernor driven by said shaft,an ove -speed switchhaving a movablemember associated with said governor:and ar 'angedto be actuated whensaid governor expands beyond a predetermined degrec,sa retardation camcarried by said cam supportingmember and means arranged tor actuation bysaid retardation cam and associated with said governor and theenovableelement of said switch forinfluent-hag the movableelement of said switchso to cause said switch to actuate when said governor has expanded to adegree less than normal.

18 In a hoistingengine controller of the type described, a shattarranged for connectiorrand synehron-ism with a hoist drum, a movablecam supporting member arranged to move when said shaft is rotated, agovernor driven by said shaft, an over-speed switch having a movablemember associated with said governor and arranged to be actuated when sad, governorexp-ands beyond a predeterm aeddegreem retardation camcarried by cam supporting member, means arranged '"to-ractuation bysaidretardation cam and associated with said governor and the movableelen'ient of said switch for influencing the movable element ot saidwitch so as 'to cause said switch to actuate when said governoi. hasexpanded to a degree less than normal, an acceleration cam carried bysaid ram; supporting member, a cam operated acceleration switch arrangedfor actuation by said acceleration cam at substant ally the {same timethat said retardation cam is en gaged with said camopel'ated means, and

' electrically operated means arranged tor actuation by the closingcfsaid acceleration switch when said hoist drum is mov'ingin one directionfor counteracting the influence oil said retardation cam upon saidoverspcedswitch, V V 19. In a device'of the type described, a

.governoua'n over speed switch, means actuate'd by the expansion of saidgovernor for opening said switch, and electrically operab ed meansassociated with said first named means for influencing the switchmembers so as to necessitate a greater than normal expansion ot' saidgovernor tor the opening of said switch.

20. In a device of the type described, a shaft, a cam supporting dialmounted concentric with said shatt, a plurality of cams disposed uponsaid dial, a plurality of cam o1 ieratcdmechanisms for actuation by saidcams when said dial is rotated, means For advancing or retarding saiddial upon shaft at will, anda signal switch arranged toactuatesirmiltaneously with the i-noven ient of said dial relative tosaid shaft in one direction.

21. The combination with a valve, atalling weight for operating saidvalve, of means for va ying the fall oti said weight so as to regulatethe actuation of said valve, said means including a wedgeshapcd slidahlemember arranged to be interposed between said weight and a fixedsupport.

A hoisting engine controller of the t employed t'orcontrolling a braltcengine having an electric controlllngcircuit used in opcrated switch.

WILLIAM J. LILLY. HENRY H. LOGAN.

